<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B serious &raquo;</TD></TR><TR><TD CLASS="quote">Anyway, I have personal experience with the stock manifold and the skunk2 manifold. </TD></TR></TABLE>

Does this experience involve a dyno or a highly calibrated assometer? Also, can you feel your VTEC engage with the Skunk2 IM?

 

lmao whats with you and wanting to punch some ones baby


<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B serious &raquo;</TD></TR><TR><TD CLASS="quote">

The purpose of the stock manifold is to keep mid range and low end torque while still making high RPM power. Honda failed. I'll tell you why.

The GSR makes good mid range and low end even without the shitty 2 stage manifold design.

The reason VTEC engages so low is to implement the shitty GSR trans. The gearing SUCKS and it makes me want to punch a baby.

With that being said:

The trans puts the engine WAY out of it's power band when you shift from 1st to 2nd. The stock manifold keeps a certain amount of restriction so that you still make good mid range power. If they would have just put a better trans in there (like the ITR gearing), they wouldn't have needed to add all the butterfly and dual stage manifold garbage.

The butterflies make much more noise than the 4400 VTEC crossover. The butterflies opening at 6k is what most people hear.

I have a 99 GSR with a skunk2 manifold. Your VTEC cross over will still be around 4400-4500 (stock). The butterflies will be gone..so there will be no noises heard at 6k. You will BARELY hear VTEC unless you have an exhaust. Then you can kinda sorta hear it.

People argue that the manifold does away with your low and midrange and it's a huge difference blah blah. It's not. I could barely tell ANY difference in low and mid range. The difference is that there is more high end. There will be a more dramatic pull in the high end...so people assume they lost low end and mid range.

There's really not any HUGE low end or mid range to start with even with the stock manifold design. But it is sufficient to get you where you wanna go.

You dont use low or mid range when you're trying to go fast (once you get past 2nd gear). Even with the SKUNK2 manifold, the B18C1 still has enough lugging power to get you to the grocery store comfortably for when you're NOT trying to go fast. Going stop light to stop light is when you need mid range. The motor still has plenty of it with either manifold. So no worries.

After you get the manifold, instead of getting a spoon or mugen ECU, get a VAFC or hondata and tune the car. Do raise your VTEC point to 5500.

When you shift from 1st to 2nd, it's the most dramatic RPM change. You should still be at around 5500 after a redline shift in 1st.

VTEC operating so damn low is what creates a torque loss anyway. If VTEC was at 5500, the engine would feel better in the mid range.


So to recap: I think it all originates from the shitty gearing. If VTEC was set at an ITR style 5800, the engine would drop out of VTEC when you shifted from 1st to 2nd. So honda probably decided to guinea pig the dual stage manifold design. VTEC hitting at 4500 would cause massive torque loss. So they put in a restrictive primary air passage. This keeps the torque somewhat on an even keel. Then, at 6k, when the engine is ready to make power, the butterflies open and the manifold becomes larger in volume.

A better geared trans that put the engine at 6k and above on redline shifts would have eliminated the issue. The ITR trans or the B16A trans is a huge bang for your buck mod on the GSR.
</TD></TR></TABLE>

 

This thread is awsome!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Dogginator &raquo;</TD></TR><TR><TD CLASS="quote">

Does this experience involve a dyno or a highly calibrated assometer? Also, can you feel your VTEC engage with the Skunk2 IM?</TD></TR></TABLE>

My assometer is calibrated down to a 1/100th of a HP. You can sometimes feel it engage with the Skunk manifold. You could just as often feel it engage with the stock manifold.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Pabs626 &raquo;</TD></TR><TR><TD CLASS="quote">lmao whats with you and wanting to punch some ones baby


</TD></TR></TABLE>

That's how I roll. You ever punched a baby, pabs? Biggest stress reliever ever.

 

lmfao i see man thats how you roll ima get girl pregnet and let her have the kid and ima punch it then ill let you know if it releaves my stress...


<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B serious &raquo;</TD></TR><TR><TD CLASS="quote">

My assometer is calibrated down to a 1/100th of a HP. You can sometimes feel it engage with the Skunk manifold. You could just as often feel it engage with the stock manifold.

That's how I roll. You ever punched a baby, pabs? Biggest stress reliever ever. </TD></TR></TABLE>

 

vtec xover is suppoe to be smooth anyhow, as long as its icking then dont worry about it.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by tempname &raquo;</TD></TR><TR><TD CLASS="quote">

Wrong. Please try not to post an answer unless you're absolutely certain, otherwise it just continues the spread of of false information. Dogginator is right, he's always right from what I've noticed. </TD></TR></TABLE>

It was a mix up of words, my bad.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B serious &raquo;</TD></TR><TR><TD CLASS="quote">

Other way around. VTEC @ 4500ish. Butterflies at 6k ish.

Butterflies make the louder sound. It happens at 6k. Most GSR owners have no idea when VTEC happened. </TD></TR></TABLE>

Thank you for replying with an informative answer rather than just telling me I mixed up my statements

 

Wow that went off topic quick lol

I'mma go with Vtec then butterflies

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by awdgsx96 &raquo;</TD></TR><TR><TD CLASS="quote">
Thank you for replying with an informative answer rather than just telling me I mixed up my statements </TD></TR></TABLE>

His answer was very informative. It told everyone not to believe you because your wrong. And maybe you will use Google next time before posting false info.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Dogginator &raquo;</TD></TR><TR><TD CLASS="quote">

Stock B18C1:
VTEC 4400 RPM
IAB 5750 RPM </TD></TR></TABLE>

Thats the right answer. Look at how many post he has, he is a moderator of the Integra forum, I'm pretty sure he know what he is talking about. Not only that, Google or the Integra forum FAQ will tell you the same numbers.

As for the skunk 2 manifold its going to benifit you alot more in the higher, you probably wont loose or gain anything in the lower end.

 

i wonder what header they use and what intake they use for it to make 180hp with jus stg1 cams and IM.

 

or better yet, exhaust! all that extra air and still exiting through the stock exhaust?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by autox228 &raquo;</TD></TR><TR><TD CLASS="quote"> i wonder what header they use and what intake they use for it to make 180hp with jus stg1 cams and IM.</TD></TR></TABLE>

Remember, it doesnt say its a b18c1.

 

i just wanted to thank everybody for there input. i took the gsr out of storage today and i suppose i can hear a little something @ 4400 but the 5750 is loud as hell...either way i love driving that car

 

dogg great info i wanted to know accurate answers and you even have charts. 2 up dogg. thats why you are dogginator

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Dogginator &raquo;</TD></TR><TR><TD CLASS="quote">Stock B18C1:
VTEC 4400 RPM
IAB 5750 RPM
</TD></TR></TABLE>

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by St Jimmy &raquo;</TD></TR><TR><TD CLASS="quote">

His answer was very informative. It told everyone not to believe you because your wrong. And maybe you will use Google next time before posting false info.


Thats the right answer. Look at how many post he has, he is a moderator of the Integra forum, I'm pretty sure he know what he is talking about. Not only that, Google or the Integra forum FAQ will tell you the same numbers.

As for the skunk 2 manifold its going to benifit you alot more in the higher, you probably wont loose or gain anything in the lower end.</TD></TR></TABLE>

Dude, I was being serious for him telling me what I had wrong, and why it was wrong. Relax, steroids.

 

What the hell is VTEC?

 

I agree, i have the SKUNK2 intake manifold on my ls v and i like it, other than that, get it chipped forget the vtec controller, get it chipped and tuned. get a good tuner and tell him when u want vtec to engage, mine is set at 4.8 and my redline is at 8.2 so thats workin for me. Nice graphs btw.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by vtec95 &raquo;</TD></TR><TR><TD CLASS="quote">What the hell is VTEC? </TD></TR></TABLE>

Since after 500 something posts u really want to kno...

According to WIKIPEDIA, vtec is this:
"In the regular four-stroke automobile engine, the intake and exhaust valves are actuated by lobes on a camshaft. The shape of the lobes determines the timing, lift and duration of each valve. Timing refers to an angle measurement of when a valve is opened or closed with respect to the piston position (TDC or BDC). Lift refers to how much the valve is opened. Duration refers to how long the valve is kept open. Due to the behavior of the working fluid (air and fuel mixture) before and after combustion, which have physical limitations on their flow, as well as their interaction with the ignition spark, the optimal valve timing, lift and duration settings under low RPM engine operations are very different from those under high RPM. Optimal low RPM valve timing, lift and duration settings would result in insufficient filling of the cylinder with fuel and air at high RPM, thus greatly limiting engine power output. Conversely, optimal high RPM valve timing, lift and duration settings would result in very rough low RPM operation and difficult idling. The ideal engine would have fully variable valve timing, lift and duration, in which the valves would always open at exactly the right point, lift high enough and stay open just the right amount of time for the engine speed in use.

VTEC was initially designed to increase the power output of an engine to 100 ps/liter or more while maintaining practicality for use in mass production vehicles. Some later variations of the system were designed solely to provide improvements in fuel efficiency, or increased power output as well as improved fuel efficiency.

In practice, a fully variable valve timing engine is difficult to design and implement.

The opposite approach to variable timing is to produce a camshaft which is better suited to high RPM operation. This approach means that the vehicle will run very poorly at low RPM (where most automobiles spend much of their time) and much better at high RPM. VTEC is the result of an effort to marry high RPM performance with low RPM stability.

Additionally, Japan has a tax on engine displacement, requiring Japanese auto manufacturers to make higher-performing engines with lower displacement. In cars such as the Toyota Supra and Nissan 300ZX, this was accomplished with a turbocharger. In the case of the Mazda RX-7 and RX-8, a rotary engine was used. VTEC serves as yet another method to derive very high specific output from lower displacement motors."


- Have fun

 

Wow! I know a guy names Vtec..he works at a gas station near my house.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by vtec95 &raquo;</TD></TR><TR><TD CLASS="quote">Wow! I know a guy names Vtec..he works at a gas station near my house.</TD></TR></TABLE>


does he run fast?

 

He's got a secondary set of feet that pedal the ground at a certain speed, Variable Foot Timing

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DA_9 &raquo;</TD></TR><TR><TD CLASS="quote">He's got a secondary set of feet that pedal the ground at a certain speed, Variable Foot Timing</TD></TR></TABLE>

Now thats funny!!

 

my phone has vtech. lulz

 

ok well on saturday(1-19-08) i disconnected the plug that activates the secondary runners and vtec without a doubt hits at 4400. i can really hear it now since i installed my one piece header and test pipe...not that i didnt believe everybody i just i had to see it for my self